Internal-combustion engine.



G. E. DU-RYBA.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILED 12212.20, 1907.

mwmm ..Patented Feb.16,1915.

which it appertains to enemas n. nunrnn or READING, PENNSYLVANIA.

inrnnnafn-ooninusrion Enema.

Specification of Letters Patent.

Patented Jreb. ie, rats.

Application filed February 20, 1907. Serial No. 358,391,

To all whom it may concern Be it known that 1, CHARLES E. DUnYnA, citizen of the United States, residing at Philadelphia, in the county of Philadelphia and State of Pennsylvania, have invented certain new and useful Improvements in Internal-Combustion Engines, and do hereby declare 'the following to be a full, clear, and exact description or the invention, such as will enable others skilled in the art to make and use the same. i-

My invention relates to internal cbmbustion engines, particularly to those securing a working stroke from each piston at each revolution of the crank shaft and is animprovement upon the device shown by me in a former application, Serial. Number 110,598.

The objects of this invention are. to secure a wider range of action, less complication and higher efliciency than informer engines.

llsecure the results by the mechanism shown inv the accompanying drawings in 'llhis energy is suflicient to not only expel;

the gases from the cylinder but to draw in several volumes of air for scavenging purposes and also to draw in a more or less complete volume of explosive mixture,

ready for compression and combustion at the next revolution of the crank shaft. The construction of the cylinder is-quite simple and resembles the ordinary two cycle motor from which my device difiers principally in that there is neither crank case nor additional cylinder in which the new charge is compressed and that my device which I term an induction engine, not only introduces new charges of the volume desired but scavenges, with-air, the cylinder before such introduction and this prevents some of the objections to the commonly used form, such as back firing.

As shown in Fig. 1, I provide the cylin-. der w th an air port a opening through the wall to the atmosphere or by means of suit able piping to any point desired; an exhaust port 6 longer than the air port and fitted with some length of pipe. I have used a' variety of lengths and give preference to lengths between 12 and 25 ft. for cylinders of 6" diameter. in addition to these ports, ll fit near the head of the cylinder, an inlet chamber, preferably of a length greater than its diameter and in this, I place the sparking device, so as to operate at the end of the chamber farthest from the cylinder. I also provide this chamber with the-inlet valve it through which the mixture of fuel and air enters. the chamber and cylinder. To this'in'let valve h, a mixed amount of airand fuel from .any suitable carburetermay be carried but I prefer to make the mixture substantially at the valve h by the mechanism shown in Figs. .1 and 2. The stem of the valve h is provided with a'hollow center in which is mounted a spring 17 and a needle plunger j retained in place by asmall pin fitting a hole in the needle j and loose in a larger hole crosswise the stem of the valve h. When the valve it is upon its seat, the conical point of the plunger j rests upon its seat in the. adjustable plug is, closing the passage through la. To the upper end of the plug is, the gosolene pipe l is attached by union nut in an evident mannor. When the valve h is lifted from its seat, the plunger 7' also lifts, admitting liquid fuel ,in proper proportion to the amount of air admitted through the valve it, thus making an explosive mixture. The large hole crosswise the valve stem and the spring 5 permit the valve 71. to seat perfectly without being held off the seat by the point of the plunger j, which, if rigidly attached to the valve It, would be damaged by the I heavy impact. This looseness and adaptability permits the plug lc to be adjusted close to or farther away from this point of' the plunger j, thus increasing or decreasing the amount of liquid permitted-to flowat each opening of the valve h. The plug is is supported by a spider m in position with relation to the valve seat casting n which is screwed into the chamber 01. This spider m is maintained mposition by set screws 0 0 and can be readily removed to permit access to the valve or removalbf the valve seat if necessary. This spider m also serves to provide a guide for thecontroller p". This controller is adapted to engage the valve in by means of a nut on the stem of the valve and is supported by the spring y of sufiicient strength to hold the controller 19 and the valve it -up against the valve seat n with sufficient firmness to resist the induction caused-by the outrush of the preceding charge of working medium. The uppe'rend of the controller p is supported in a guide p near the crank shaft and arranged to contact once each revolution with the camr. This cam is mounted upon the crank shaft 8 and revolves with it. Its position upon the crank shaft is determined by the mechanism shown in Fig. 3 or similar suitable mechanism. This consists of two opposed governor weights s with springs 7- and rods 22 connecied with oppositely projecting arms u on the cam 1' and it is evident that as the speed increases, the weights 8 moving out-' ward under the action of the centrifugal force will shift the cam r inits relation to the crank shaft 8. This cam, the weights and the mechanism shown in Fig. 3 are so arranged that as the weights fly outward,

the long axis ofthe cam r takes an angular position later with reference to the crank shaft than the normal or slow speed position.

The long axis of the cam is so arranged that it contacts with the controller p at or about the time the piston has closed the air port a but before it hasclosed the exhaust port I). This contact depresses the controller p so that it no longer holds the valve it closed but permits it to open freely and admit more or less mixture. When the controller p isv depressed, the strong spring 3 supporting it has no action on the valve but a second spring t, much lighterhas sufficient strength to just close the valve, permitting it to open with the least possible suction. In my preferred construction I balance the weight of the, valve and this spring t so that the weight does not interfere with the action of the valve. It is now quite evident that after'the air port a is closed, but before the exhaust port 6 'isv closed, the induction in the exhaust pipe will draw in a volume of mixture which enters first, the chamber d and thence passes to the head of the cylinder, gradually filling the same. The amount of mixture that can be thus induced depends, of course, upon K the strength of induction, the size of the 1' takes a later position and thus does not depress the controller ;0 so soon and that the exhaust port I) is more completely closed before the valve h is permitted to open. This results in only a partial charge being admitted with consequent reduced power. If at very high speeds it is found that full charges are not admitted after the closing of the air port, the controller p may be depressed before the air port'is closed, thus admitting part of the mixture, while the air is still flowing through the air port. From this explanation it will be quite evident that any quantity desired or mixture can be secured by this mechanism. One of the advantages of this arrangement is that when a smallquantity of mixture is admitted, it

partly remains in the chamber d instead of being at once thrown into the cylinder.

whereit would be diluted by the air so much as to be impossible to ignite. The rich undiluted portion remaining in the chamber (1 insures positive ignition each time and the heat produced causes the diluted mixture in the cylinder to ignite. This permits average running with very poor or lean mixtures since a normal mixture diluted more or less makes an economical mixture for a given power. The results of this arrangement is that as the mixture grows more lean, it also gives a higher efficiency particularly when, as in this instance, the compression isconstant, for it is evident that if the full charge of mixture does not enter the cylinder, a.

proper amount of are air remains to insure complete filling o the cylinder and consequent full compression. This free air is valuable because it burns all carbon that would otherwise be deposited and cause trouble. .This carbon, arising from the lubricating oil in most instances, is thus, to a small extent, a source of heat and power instead of a waste and detriment.

I have shown a piston operated sparker of-the makeand break type, which, because of its simplicity, Ifprefer. The chamber (i shown in the horizontal cross section at Fig.

4 has a journal'provided in one of its side walls through which a sparker M has a pro jecting pivot u This pivot is encircled by spiral spring 1) one end being fixed on the chamber, the other on the head of the sparker stem in a common manner. Since my engine employing a lean mixture permits higher compression than usual, with the result that any leak is more destructive and wasteful than in engines having low compressions I protect this sparking device from leakage by screwing over the projecting end, a cap 0 Fig. 4. This prevents any appreciable quantity of gas from escaping so that little loss can occur at this point. Since vertical engines having the sparking mechanism at the lower end are prone to cover the insulation with oil, I have fitted in the outer end of the chamber 11, a spark plug consisting of a body to screwed into the chamber, a union nut w screwing over the outside of this body and an anvil z with flange .2" attached to be held in position by this unionnut, mica washers 2 being placed both sides of the flange as is evident from the construction shown in .Fig. 4. The inner end of this anvil'I bend to one side to meet the point of the sparker u, and I can adjust to some extent the timeof sparking by turning the point of this anvil up or down as may be required. In this way,

although the sparker u is piston operated, I

can a vance or retard the spark t'hrough some rahge prior to the dead center.

' cups, or with water that may condense or rain down the exhaust pipe, I fit a cock m at the lower portion of the cylinder which can be opened to permit the escape of any objectionable cylinder content. To facilitate starting, this cock should either have a small passage which, while it will slowly let out the contained air or gas, will' not permit a larger amount to pass in a short time. I can, therefore, start the engine by depressing the piston slowly and then raising .it rapidly, which will draw in a large amount of explosive mixture with very little air returning through the small cock 02 The check m in the cock m as shown in Fig. 1,

, will facilitate this method of starting. I

find it expedient also to insure that this first charge through the valve 72. is made rich'by squirting gasolene into the passages leading to the valve. To prevent objectionable dirt or similar matter entering, I provide the spider with a gauze cover a: through which the air is sieved in passing to the valve h. The gasolene squirted intothe valve passage partly remains on this gauze and also facilitates making a rich mixture for the primal charge. The base of the,engine may be provided with hand holes y as shown amply large to permitreaching the cock 1: which is closed, after the engine is started. I usually fit to this engine, a case passing over the top of the crank case so as to catch oil in a manner quite common. and on the top of this case I mount an oil cup with suitable dripsv to supply oil to the connecting rod, crank bearings and piston making a single oil cup perform the lubrication.

In Fig. 5 I have shown a controllerp titted with a cap and a.lock nut p at its upper end which serves two purposes. The ca presents a larger bearing surface for the cam 1' than the end of thecon'troller p and this surface may also be hardened to resist wear. Further since the cap and lock nut are mounted on the controller by screw threads in self evident manner, they may be adjusted up or down slightly and thus come in contact sooner or later with the cam 9", with resultant earlier or later depressions of the controller. This permissible adjustment permits nice regulation of the speed of the motor, for this adjustment can be made while the motor is running, whereas it is quite evident that the strength of the governor springs or similar adjustments of the rotating parts cannot be made while the motor is in motion. In some cases it is de sirable to have a means of adjustment that will permit varying the speed of the motor for short periods. I have, therefore, shown in Fig. 5, a wedge g resting on the controller cap inposition to be contacted by the cam T. It is quite evident that if this wedge is inserted farther between the cam and the com trol'ler, the controller will be depressed earlier and more than if the wedge is withdrawn. This serves as a throttle and may be hand operated. Of course, other means of varying the time of contact of the cam r may be used. It is also evident that other means of throttling such as wire-drawing the new charge as or before it enters the inlet valve k, may. be employed.

The upper face of the valve 72. is shown as roughened as seen at Fig. 2 to collect a little of the gasolene and allow it to be readily acted upon.

I claim 1. In an-internal combustion engine hav-' an exhaust port with length .of pipe adgipted to insure rapid movement of exhaust gases, an air port uncovered by the piston after the exhaust port is uncovered, and an inlet valve with ineans for controlling the action of said valve.

2. In an internal combustion engine having an exhaust port with length of pipe constituting means for causing a partial vacuum by the inertia of theexhaust gases, an inlet valve, an air port of less length than the exhaust port uncovered by the piston after the exhaust port is uncovered, and means for controlling the admission of an explosive charge through the inlet valve.

3; In an internal combustion engine, a cylinder having an air port -and an exhaust port longer than the air port, piping extending from the exhaust port, a piston movable in sa d cylinder to close first the air port and then the exhaust port and to uncover the exhaust and air ports at the end of its out-stroke, a.port through which the in said cylinder to closefirst the air port'and then the exhaust port and to uncover the exhaust and air ports at the end of its outstroke, a port through which the explosive charge is admitted, a controller and a cam arranged to contact with the controller, at a point between the time the piston acts after closing the air port and before closing the exhaust port to determine the amount of admitted charge, and a valve actuated by saidfcontroller and constructed to open and admit the fuel mixture at such time.

5. In an internal combustion engine, a cylinder, to uncover the exhaust and air ports at the end of its out-stroke, a lateralchamber at one end thereof containing a sparking device, an inlet valve insaid chamber, a stem to said valve, a spring actuated needle plun ger guided bysaid stem for controlling the fuel inlet opening, a controller for the apiston movable in said cylinder charge, and a spring of than the spring of said porting said controller.

6. In an internal combustion engine, a

greater strength cylinder, a piston movable in said cylinder to uncover the exhaust and air ports at the plunger and supend of its out-stroke, a'. lateral chamber at one end thereof containing a sparking device,an inlet valve in said chamber, a stem to said valve, a spring actuated needle plunger guided by said'stem for controlling the fuel inlet opening, a controller for the charge, a spring of greater strength than the spring of said plunger and supporting said controller, and a nut adjustable on the .stem of the valve.

-7. In an internal combustion engine, an

exhaust port and exhaust pipe arranged to create a partial vacuum by the inertia of r E. A. RUTH, Lrzzm Know. 

